Original 911 nomenclature was 901, which had to be changed as Peugeot had already made a claim to it
1968 saw new safety features including modified windscreen wipers to reduce the risk of blinding the driver
The RSR used the braking system from the 917 race car
911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona and Sebring
The 2.7 RS was homologated 911 Group 4 racing. It proved popular with the first run of 500 examples selling straight away
The 1974 2.7 was the first to feature bumper bellows aiding low-speed collision safety. They became a classic feature
The Whaletail featured on the earlier '75 turbo, as did crippling turbo lag and knife-edge handling
The 935 won 123 of the 370 races it entered. Theatrical bursts of exhaust flame was common
Targas were not always fitted with glass rear windows; the original 1967 911 Targa featured a ‘soft window’
The 235mph 935 'Moby Dick' was so-called because of its white livery, outrageously long rear end and large rear wing
The SC arguably saved the 911 from being axed; its hefty price tag didn't stop Porsche from shifting 4,214 in its first year
The '81 Slantnose was a standard 930, with a factory option snout. They are exceptionally sought-after today
The '84 911 Carrera 3.2 was the first Carrera in seven years. Increased capacity meant 0-60mph in 5.0sec
20 250bhp Rothmans 911s were produced during Porsche’s alliance with Prodrive. Each cost more than double that of a standard 911
The 959 was the fastest street-legal production car in the world. It was hailed as one of the all-time great supercars
The '87 Carrera Clubsport was a stripped-out lightweight, although it retained electric mirrors and headlamp washers
Ruf means ‘reputation’ in German. The tuned 211mph CTR Yellowbird certainly demanded it
Just 139 RHD '89 3.2 Speedsters were built featuring a ‘humped’ cover for the convertible roof
Using the 930's engine was a risky move , but the 964 Turbo was tweaked for improved performance and refinement
The lightweight 964 Carrera RS was based on the Carrera Cup racers
Even though 911 production still runs 20 years later, the 993 Carrera is hailed by 911 purists as 'the last true 911'
The 993 Turbo was the first with 4WD, the world’s fastest production car and Porsche’s last air-cooled Turbo
With elements derived from the 959, the 964 Carrera 4 was always going to be good
The Whaletail spoiler set the Carrera RS apart and the engine capacity was increased from 3.6 to 3.8 litres
With its huge wing and extended front spoiler, the 993 RS Clubsport was developed for the Supercup series
The extreme GT1 was another homologation 911, with 25 ‘Straßenversion’ (‘street version’) examples produced
The 996 Carrera was the most radically changed incarnation since the dawn of the 911 in 1963
The 996 GT3 was another stripped-down Porsche ready for the track and road, weighing in at just 1,350kg
The Porsche 911 GT3-R was competitive in sports car racing around the world
The GT3 RS saw Porsche’s obsession with weight-saving taken to a new level; even the enamel badge was replaced with a sticker
Tuner Techart has worked over many 911s, including this 997 Turbo
9ff build some of the world's fastest and most extreme 911s, like this GT9-R
The e-Ruf was built by the famed tuner and was capable of 140mph
2009 saw the 911 Turbo break the 500bhp mark for the first time, as well as reaching 62mph in 3.4 seconds
9ff BT2 models developed 850bhp and 678lb ft of torque
The Gemballa Avalanche 650 Evo R boasts a tuned 650bhp engine and upwards-opening doors
The 997 GT2 RS produced 612bhp and was developed as a skunk works project
With twin electric motors and a 500bhp 4.0-litre engine, the GT3 R Hybrid was a 21st century example of Porsche’s racing efforts
With a larger 4.0-litre engine and parts borrowed from the RSR, the 997 GT3 RS 4.0 was the ultimate Porsche road car at the time
Ruf claims its CTR3 develops 691bhp, enough for 233mph and a 3.1sec 0-62mph time
Singer modifies classic 911s using modern running gear. The results are stunning
The latest 911 GT3 cup car produces 454bhp
One of the last editions of the 997 was the GTS; a rear-wheel-drive 911 with a wide track
The Sport Classic featured Fuchs-style alloys and a fixed ‘duck-tail’ spoiler. 250 were built making it an instant classic
A 2012 Supercup car driven by reigning champion René Rast
The Aerokit Cup pack was tested in Porsche's wind tunnel and lends the 991 a more aggressive look
The Porsche Carrera Cup Great Britain features some of the closest and most competitive racing in the country
50 years set these two models apart, but the design DNA remains
A 911 takes to the air at Goodwood. This year will feature Porsche's 50th anniversary celebrations as a centrepiece
The materials might be different, but there's a strong connection in the interior design of all 911s
The Porsche 911 story actually started with the 901 in 1963. It was penned by Ferdinand ‘Butzi’ Porsche, grandson of Ferdinand Porsche, who was famed for designing the Volkswagen Beetle.
Porsche’s replacement for the 356 was originally set to be sold as the 901, its internal design number. But Peugeot claimed the rights to three-digit car names with zero in the middle, so Porsche changed the name and the 911 moniker was born.
The 911 originally had a 2.0-litre air-cooled flat six engine, mounted, of course, in the rear of the car. Butzi’s 901 design, in essence, lasted until 1993.
Over the years Porsche carried out myriad styling tweaks and changes, as well as numerous engine capacity upgrades, ultimately expanding to 3.2 litres in the 1983 Carrera 3.2 and again to 3.6 litres in the 964.
The Targa was introduced in 1967, through Porsche’s misinformation that convertibles were to be made illegal in the US. The name was chosen after Porsche’s multiple triumphs in the Targa Florio race. It wasn’t until the 1983 model that a fully fledged convertible was available, after being revealed as a concept in 1981.
In 1988 the 911 Classic was finally replaced by the 964, the most radically altered 911 since its introduction. With a more modern design, the 964 followed the same 911 recipe until its replacement in 1993 by the 993.
Due to it being the last air-cooled incarnation, 993 is hailed by hardcore Porsche purists as “the last true 911”. Nonetheless, the 996 replaced it in 1998, again with the boast of being the most thoroughly overhauled 911 model since 911s began. It also went on to become the best-selling 911; over 170,000 were sold.
The 911 then went back to its trademark ‘bug-eye’ headlights when the ‘teardrop’ headlighted 996 was replaced in 2004 by the 997. It had remarkable longevity, lasting over eight years albeit slightly broken up by a 2009 facelift. The 997 also spawned the special edition Sport Classic, celebrating Porsche’s long heritage and featuring a ‘duck-tail’ spoiler and Fuchs alloys.
The first 911 Turbo was released in 1975, with a comparatively large 3.0-litre engine, ‘whale tail’ spoiler and trademark wide bodywork. In 1993 the 993-generation 911 Turbo was given another turbocharger and four-wheel drive.
Porsche’s next 911 Turbo will sport three turbochargers when it is introduced later in 2013.
Since its debut at the 1963 Frankfurt motor show, more then 820,000 911s have been built. The firm has treated the race track as a lab test; two-thirds of Porsche’s 30,000 race wins were in a 911.
Its popularity isn’t hard to explain, but it was Ferdinand Porsche who best described its qualities: “The 911 is the only car you could drive on an African safari or at Le Mans, to the theatre or through New York city traffic.”